Fluid-pressure brake.



W. V. TURNER.

FLUID PRESSURE BRAKE.

nrucumx rum) JULY 20, was.

Patented Apr. 6, 1909. Q

2 SHEETS-8HEET 1 Patented Apr. 6, 1909.

2 SHEETS-SHEET 2.

IITI [NIB outrun PATENT QFFICE.

'\\ ALTER. \f. TURNER, Ul" EUUEA'OOI), ll'lX XSY LVAYIA, ASSIGSOH TQ TllE \VESTIX GHUUSE Alli. BRAKE COMPANY, OF PITTSHURU, lllli XL! \li\'.-\ .\"l.-\, A CORPORATION OF PENN$YLVANIA.

FLUID-PRESS URE BRAKE.

Specification of Letters Patent.

Patented April 6, 1909.

Application filed July 20. 1906. Serial No. 327,053.

To all whom it may concern.

Be it known that l, WALTER V. Tuusnu. a v

citizen of the United States, residin; at Edgewood, 1n the county of Allegheny and State of Pennsylvania, have lllVtlllt't new and useful improvements in Fluid-Pressure Brakes, of which the following is a specxtica- I tion.

"lhis invention relates to lluid pressure brakes for railway cars, and has for its principal ob ect to provide improved mechanism for producing a very powerful application of i the brakes in emergencies. the invention comprises, besides the usual f equipment; of train pipe, auxiliary reservoir, trlple valve, and brake cylinder, an additional source of fluid under pressure, such as I a supplemental reservoir, control pipe line, or other independent supply, and improved valve ire-ans, operated by fluid pressure, and controlled by the movement of the triple valve device, for supplying fluid under pressure for such additional source, to reinforce and augment the pressure admittedto the brake. cvlinder in emergency applications.

Another feature of the invention comprises improved means whereby the same additional source of fluid under pressure may be. utilized, not only for reinforcing and auginenting the brake cylinder pressure in emergency applications, but may also be employed for ell'ecting a graduated release of the brake and assist in recharging the auxiliary reservoir after a service application.

In the accompanying drawings, which.

illustrate my improvement Figure 1 is a central section through a tripl valve device with I one form of inv improvement applied thereto; Fig. 2 a. similar section showing the valves and piston of the triple valve device and the valve a'nifpiston of the reinforcing valve device in thepositions which they occupy when the brakes are being applied and the auxiliary reservoir pressure is being reinforced; Fig. 3 a central section showing a modification of my improvement, the parts being shown in release position; F lg. 4 a similar section showing the parts in position for applying the brakes and reinforcing the auxilary rescrvolr; and Fig. 5 a view showingthe train pipe, triple valve, brake cylinder, aux- Y reservoir, supplemental reservoir, and their connections.

In Fig. 5 of the drawings, the train pipe 1 This feature ,of I

' is shown connected with the triple valve device, 3, as usual, by means of the branch pi e. 2; the triple valve device being secured to t :e head of the brake cylind r, 4; and the auxiliary reservoir. 5. and supplementary reservoir, (i, being connected with the triple valve casing by the pipes 7 and h, respectively.

;- in Fig. l the triple valve piston, t), is connected with the puruluating valve. ill, by means of the stem, ll. lllCll is provided with the shoulders 12 and 13 for moving the main slide valve l-L- in th iigure the parts are shown in the positions inc) will oceu y when the brakes are released. 'l'he bra e cylinder passage, 15. is connected, through i the passages 16 and. 17 in the main valve and through the cavity its in the graduating valve, with the exhaust passage 15! leadin to the atmosphere; and the HPPl0lllCl'lt8. reservoiris m commuuieation with the chamber .10 and with the auxiliary reservoir through the passage 21 in the graduating valve, the passage 22 in the main valve, and the passage. 23 in the valve casing. The passage 223 communicates with a chamber 24 t in which is located a spring-pressed valve 25 which is normnlly'seated and closes communication between the supplemental reser- 26 and chain er 2?, The passage 28 opens at one end-into the chamber 20. and is at all times in open communication with the chamber 20 and with the auxiliary reservoir. A

chamber 30, in which is fitted a piston 31 provided with a. stem 32 adapted to engage with the stem 33 of the valve 25, so that the movement of the piston 31 t0 the right will {unseat the valve 25. The chamber 30 on the right of the piston 31 'is connected with the chamber-20 bya passage 34, so that when the parts are in position to release the brakes, or to effect a graduated application of the l brakes, the piston 31 is exposed on both sides 3 to auxiliary reservoir" ressure.

In making a graduated application of the brakes, the tri le valve piston, 9, moves to the left until tne short stcjm 36 makes contact with the spring stem 35. By the first part of this movementthe graduating valve 10 is moved on the main slide valve so as to cut off communieation -hetween the passaga, or ports, 16 and 17 in the main valve, and to close the port 22 in the main valve and col!- branch 29 from the passage 28 opens into a voir and the nssage 28 through the passage ncct the port 21 in. the graduating valve with the auxiliary reservoir through ports 21. 37, I hen in this position the main slide valve covers and passage to the brake cylinder.

the upper ends of the passages 23 and 3h: communication between the auxiliary and supplemental reservoirs through the graduatmg valve and main slide valve is closed:

and communication between the auxiliary,

reservoir and the supplemental reservoir through the passages 23, 2o, chamber 27, and passage 29 is closed by the valve '25. In ell'eeting such a graduated or ordinary service application of the brakes, the brake i cylinder may be charger] with the equalized auxiliary reservoir pressure or with any degree of pressure below that, and the release of the brakes may then he graduated by increasing the train pipe pressure to a diary reservoir.

degree slightly above that in the auxiliary reservoir and sutlicient to return the piston l) and the graduating and main valves to release position, shown in Fig. 17 Fluid will then be'exhaustcd from the brake cylinder through port 19; and lluid from the supplemental reservoir will then flow through pipe 8, and passages 33, 22, and 21, into chamber 20, thereby increasing the auxiliary reservoir pressure; and. when the auxiliary reservoir pressure is thus increased to a degree slightly above the train pi )eprcssure, the piston 9 will be moved slig tly to the left, and the graduating valve will cut oil the exhaust from the brake cylinder and the [low from the supp! mental reservoir to the aux-' This mav be repeated often as desired, or until the brakes are fully released. To effect a full and continuous release of the brakes the train pi e pressure must be increased sutlicicntlv to liold the piston 9 in its position to the right.

"hcn it is desired to ell'ecta more forcible application of the brakes than can be obtained by supplying the .;rake cylinder with fluid from the auxiliary reservoir only, a sufficient reduction of train pipe. pressure is made to permit the. auxiliary reservoir pressure to move the piston 9 to the limit of its stroke to the left, as shown in Fig. 2. By this movement of the piston 9, the main side valve 14 is moved intc position to close the exhaustpassage 19 and the upper end of the passage 23, and to uncover the passage 38 so as to permit fluid from the auxiliary reservoir to flow through passage 15 to the brake c linder. At the some time the cavity 40 in t e main slide .valve connects the passage 34 with the passage 39and rmits fluid to flow from the right side of piston 31 to the brake cylinder. The auxiliary reservoir pressure on the left of piston 31 will then move that piston to the right so as to unseat the valve 25, and fluid under pressure will tlow from the supplemental reservoir through pipe 8, passage 23, chamber '24, passage 26. chamber 27, and passage .28 to chamber 20 which is in open communication wit h the auxiliary reservoir; and the brakes will be applied with a force due to the higher equalized pressure in the. brake cylinder, auxiliary res- (I\'01I and supplemental reservoir. When the pressure in the brake cylinder has equalized with that in the reservoirs, the piston J31 ill be balanced by the pressures on its opposite sides and the spring 41 will act to close the valve 25 and move piston 31 to the left.

The. brakes are released by increasing the train pipe pressure sulliciently to move the piston 9 to the limit of its stroke to the right, when the main slide valve and the graduating valve will occupy the positionsshuwn in Fig. 1. The auxiliary reservoir will then be charger. through the feed groove 42, and the supplemental reservoir through the ports 21 and '22 in the graduating valve and main slide valve, and through the passage 23 and p p s- The more forcible application of the brakes may be elfected by movement of the piston 9 and main and graduating valves directlyfrom the release position, or from the positions which these parts occupy in making a graduated or ordinary service applica tion of the brakes; if the train pipe pressure he sullicicntly reduced.

in the modifications shown in Figs. 3 and 4, the triple valve device is the same as that shown ip Figs. 1 and 2; the piston 31, which operates the valve 25, to open conununication between the supplemental reservoir and the auxiliary reservoir in high pressure applications of the brake, is normally cxpos'ed on its opoosite sides to auxiliary reservoir pressure, and pressure is released from one side to the brake cylinder to eil'ect opening movement of the valve, but the valve 25 is formed on or rigidly connected with the piston, and is closed against the supplemental reservoir pressure by a spring 42.

It will be apparent that the reinforcing valve mechanism may open comri unication from the supplemental reservoir, or other additional source of pressure, to the brake cylinder, either direct or through the auxiliary reservoir, as shown, the latter being preferable, particularly where this improvement is used in connection with quick action triple valve devices of the standard type, in which the emergency valve operates to vent air from the train pipe to the brake cylinder in emergency applications. In that case, the flow of air from the supplemental reservoir, or additional source, to the auxiliary reservoir, willnot interfere with the quick action of the emergency valves.

Having now described myinvention, what i claim as new and desire to secure L y LettersPatent, iszl. In an automaticfluidressure brake, the combination, \xith a trip e valve device, an auxiliary reservoir, and a brake cylinder. of an additional source of fluid under )ressure having'connections uith the auxiliary reservoir; and a separate-4n supplemental, valve device independently actuated by fluid pressure from the auxiliary reservoir, for controlling the flow of fluid from the additional source to the; auxiliary reservoir, inapplying the brakes.

- 2. in an automatic fluid ressure brake,

"the combination, with a trip e valve device.

an auxiliary reservoir, and a brake cylinder, of a supplemental reservoir, and aseparate, or supplemental, valve device independently actuated by fluid pressure from the auxiliary reservoir and controlling the flow of 11 'd from the supplemental reservoir to the auxiliary reser oir in emergency applications of the brakes.

3. In an automatic fluid pressui" brake apparatus, the combination, with an auxiliarv reservoir, a brake cylinder, and a triple valve device, of a supplemental reservoir, a val vc controlling communication between the supplemental reservoir and the auxiliary reservoir, and a separate piston operated by auxiliary reservoir pressure, the movement of u hich ell'ects the opening movement of the valve for charging fluid under pressure into the auxiliary reservoir from the supplemental reservoir, for the purpose of obtaining a high prcsstu'c application of the brakes.

'4. In an automatic fluid pressure brake, the combination, with a train pipe, auxilia reservoir, triple valve device, and brake cy inder, of an additional source of fluid pressure, a reinforcing valve mechanism operated by auxiliary reservoir pressure for supplying fluid from said additional source tot e auxiliary reservoir to augment the ressure admitted to the brake cylinder, an means govcrncd by the movement of the triple valve [or controlling the pressure on said reinforcing valve mechanism.

5. In an automatic fluid pressure-brake,

- the combination, with a train pipe, auxiliary reservoir, brake cylinder, and a triple valve device having a piston and valve adapted to make a partial traverse under gradual reductions in train pipe prpssure to en ply fluid from the auxiliary reservoir to the rake cyi-, indrr, andto make a further or fulltravers under a sudden reduction in train pipe res sun!- to mi e? a quick application 0 the brakes, of an additional source of fluid presn'c. aseparate valve for sup lying fluid 11cm said additional source to tie'auxiliary -r-r-. oir, a piston for actuating said separate vs he, and means operating upon the further varying the pressure upon said separate piston and causing the opening of the separate valve.

6. In an automatic fluid pressure hrake apparatus, the combination, ith a train pipe, auxiliary reservoir, triple valve device, and brake cylinder, of an additional source of fluid n'essurc, a separate valve for supplying llllll from said additional source to reinforce and augment the'prcssurc admitted to the brake cylinder, a piston normull} exposed on its opposite sides to lluid under )ressure, and means it r releasing )ressurc irom one side of the piston to eil'ect t e opening of the valve.

7. in an automatic fluid pressure make apparatus, the conmination, with a train pipe, auxiliary reservoir, triple valve device, and brake cylinder, of an additional source of fluid pressure, a se )arat valve for supp ing fluid from said lL(l( itional source to reinforce, and augment the pressure admitted to the brake cylinder, a piston normally exposed on .its opposite sides to auxiliary reservoir pressure, and means for releasing pressure from one side of said piston to effect the opening of the valve.

8. In an automatic fluid pressure brake apparatus, the combination, with an aux-' iliary reservoir, a brake cylinder,a supplemental reservoir, and a separate valve and )iston, of a trifle valve device adapted to efiect graduate or service applications of the brake by discharging fluid under pressure from the auxiliary reservoisto the brake'cylinder by a movement of theutriple valv e piston, and to effect a high pressure application of the brakes'by a further movement of the triple valve piston, which latter movement effects a variation of pressure on the separate, piston and a discharge of fluid under pressure from the supplemental reservoir to the auxiliary reservoir.

9. In an automatic fluid pressure brake apparatus, the combination, with an aux iliary reservoir, a brake cylinder and a triple valve device, of a supplemental reservoir, :1 separate valve for disc arging fluid from the supplemental reservoir to the auxiliary reservoir in a plying the brakes, a pistonfor operating the valve, which is normally exposed on its opposite sides to auxiliary reservoir )ressure, an means for releasing pressure rom one side of the iston to effect opening movementofthe va ve/ 10. In an automatic fluid ressure'brake system, the combination, wit an' auxiliary reservoir, a brake cylinder, and a triple valve device; of a supplemental reservoir, 9. sena rate or supplemental valve device for seharging fluid from the supplemental reservoir to the auxiliary reservoir in applying the brakes, a piston for operating t e valve, which is normally exposed on its opposite so or full traverse of the triple valve piston for sides to auxilia y reservoir pressure, and 

